Braking system for automotive vehicles



y 933!, w. REBEKOF 1,908,183

BRAKING SYSTEM FOR AUTOMOTIVE VEHICLES Filed March 25, 1931 3 Sheets-Sheet l T I Q K \l\ xii abhor/wag,

May 9, W333 w. RIBEKOF BRAKING SYSTEM FOR AUTOMOTIVE VEHICLES Filed March 25, 1931 3 Sheets-Sheet 2 &

May 9, 1933. w. RIBEKOF BRAKING SYSTEM FOR AUTOMOTIVE VEHICLES 3 Sheets-Sheet 3 Filed March 25, 1931 W \\-u \u v Patented May 9, 1933 stere s;

LLIAM BE Q LT MQBE. MARYLAN nexme SYSTEM ORJ TQMQTIVE v mQLe Applic'ation filed -March' .25,

The-presentinvention relates to improve ments in braking systems for. automotive vehicles and thasforlits object a simplified: braking-mechanism. which is immediately re-. sponsive to a braking application .-.wl1ether it bewfronitheifoottpedal which isthe actuator for. -the:..service;. brakensystem??' or from, the t manually controlled handle .Which is. the, actuator 1 for the. emergency .;brake system;

Each; ofrthese. systems. include the above. mentioned;actuating means .togethern with a systemnof gearingia'ndrod which allow the application of the same brake-byboth of the. systems;

Asvvilliheseen from the drawingsformingparttofathis cinyenti'on taken together with thee specification, that the. invention. con-.. teniplateslan arrangement of worm gearsand rodswitht. means for controlling the positionof itherrodsiand necessarily the'brakes of the automobile. controlled thereby, which. are. much. simpler,- safer andumuch: moreeffi'cient I thanLthelordinarye type.- of rods and cables-.5

with their actuatingmeansnov v. used on auto? -mobilest This. imzention further. contemplates an. emergency brake. which islcontrolled by'a handler. adjacent; to the steering wheel; in.- easyzreach of theloperator ofthe automobile. The. emergency brakesystem. is.such.that. the internal resistance of the gearing of the. systemucausesthebrakes to=re1nain in the positions in, which they are. thrown. by. the system .and-thisisbecausethesystem includes gearsanclwormsu W'hile thebraking system, asstated before, both the serviceand emergency brakesystems actuate the same-brakes, this'ucanbereadily changed so that the-serm vice system actuates an external brake while thetemergency system operates on an internal brake, both: within the same wheel.

" In-thedrawings:

Figure lis.a plan View of an automobile construction with the body removed to dis; closer. more clearly the. braking systems utilizeeL.

Fi'gure- 2 isa vertical section taken on a line of Figure .1. 50' Figure 3 is an -enlarged showing of. the "brakeipedal or service brake actuator, and

1931. Serial No. 525,231,.

associated.- gearing. .on .line. 8&3 ofrF igure 2:4. Figu-re is azhori-z'ontal section on ilinel lwtn ofi:Figure. Figure: 5.: is a vertical. Se.C;tlQI1:.-.0I1 ,line 555 ii of Figure 1 EShOKMlHgelII detailthe:connectiom betweenthe service; system-.1 and: the, emu...- gency system Figure 6 :is an. enlarged:-. vertical] sectionl. takenon theline. 6%6: ofyFigureul', showing-2. the. means .1"'or applying. the. emergencyusysa 6% tem. 1

Figure 7'is taken on the linej.7.7'ofsFigur.el.. 6 and is. an enlarged showing; ofzthe handle. forcontrolling the brakes, through the. emergency .system. Figure 8 is. a ,vertical section! ot-the. emery gency. system. applyingv mechanism, shown-lire; Figure 6.:

Figure 9 is. a similan view torFigure ;8,--1b.ut;;

. shows the emergency system actuatinglleverl unlocked; l v Figure. .lOzflSllOWS awmodifieation; oflthet means for zappl-ying th'e lsertvioe brake-system Eig-urell is a vertical $8Cl'ri'QIlxQI111ilHB 117111.; of Figur-elw i z Like reference numerals designate .lconreetsponding. parts throughout. the severah ifiget ures ofs'theidrawings.

Inthe drawings ,1 andhare side'- members; of :therautomobile. frame..- The areferenoejnu g meralsfl 4,5 and 6.-;designate; crosszaneme... bers iconnecting. ands holdingethe ,sidesmem: bers: of thetautomobile frame-h: Thee-services brakelrod; 8 whie'hnisradjeoent torthe; side member: l'eofethe. automohileiframe isiesup-e.

p-ortedlsotas toiturn in l the brackets-95 15.10: and-'22 11. Throughout-n the length. ofz the services brake-rod arethe universalajoints 12gz13rendi" 14L, placedtherein.so. that.=the,;rodaican termie; nate on the; outside ofi thel frame.v adjacent: 9% the .rear wheel ofethe 'autemobileswhere itnisl; attachedntoi theactuator forethejbrakeashoen Within the drum; of? thati wheeLsof-itheicar; The i actuator for I the. services. brakeesysteme is the,footpedalil5 whi-ch has attaehed theree. to on one sidetheracklti; The foot pedalz and-.rack are enclosedriin' a metalzcasel 17;- which has oneside open through which: iprogtl jects the rack 16. In-thelbottomeotatherdasen,

17 below the foot pedal. and vtireraezk. carrieda ma thereby is a coil spring 18 which tends to hold the pedal and rack up from the bottom of the case 16, except when the effect of the spring is overcome by the effort exerted on the foot pedal by the operator of the automobile. The case for the pedal is supported from the frame 1 by the bracket 19. Engaging with the teeth of the rack 16 is a gear 20 that is secured to the foot service brake rod 8 so that pressure exerted on the foot pedal 15 will cause the associated mechanism to turn the foot pedal rod 8 and apply a braking application to the wheels of the automobile.

I will next describe the means and system for applying the emergency braking system. Below an adjacent steering mechanism (see Figure 6) there is within easy reach of the operator a handle or lever 21 for controlling the emergency braking system. 7 This handle 21 surrounds and is firmly attached at one end of the tubular member 22. The tubular member 22 is slid-eably mounted on the round rod 23, which has in one end thereof, mounted for pivotal movement, a latch 24 whose function will be described shortly. At the lower end of the tubular member 22, diametrically disposed to each other,'are out two rounded notches 24 of such shape as to receive the round pin 25 which penetrates through the rod 23. The upper endof the assembly just described is carried from the bracket 26 which encircles the steering post carrying .the steering wheel of the automobile. Inserted between bracket 26 and the shoulder formed where the emergency operating handle is connected to the tubular member 22 is inserted a coil spring which tends to hold the emergency actuating handle, tu-

bular member 22 and the notches on the low er end thereof out of contact with the pin 25, as shown in Figure 9. The efforts of the spring 27 to hold the mechanism just described outof engagement, can be overcome :by pushing down on the lever or handle 21 and. turning the latch so that the upper end ofthe tubular member 22 cannot raise. The assembled mechanism is then locked by the latch 24 so that thepin 25 is in engagement with the notches 24 onthe lowerend of the tubular member 22 (see Figure 8). On bracket126 isthe guide or support on which the emergency brake system is supported or carried from the steering post (see Fig. 6).

The handle 21, through which energy is applied to the emergency brake is firmly attached to-one end of the tubular member 22.

, Within the member 22 is the rod 23 which brakes.- Attached to the lower end of the rod 23 is the universal joint 28 so as to change the angle but still make responsive to the position of the rod 23 the rod 29 to which is secured the worm 30. The rod 29 penetrates and is supported by the bracket 31. The quadrant 32 which is securely aflixed to the end of the emergency brake rod 33 en. gages the worm 30. The emergency brake rod 33 which terminates at its forward end with the segment 32 and on its rear end with the worm 33, is supported in the automobile chassis by brackets which extend down from the frame cross members 3, 4 and 5. While in the drawings this emergency brake rod 33 is shown as one piece as it runs in a straight line, it can be made of sections which are connected by universal jointsiif the rod is to change its angle like that shown for the service brake. The worm 33 engages the gear 34 which is securely attached to the rod 36 which is supportedat each end by brackets 37 and 37 on top of the automobile side.

frames 1 and 1. Afiixed to the cross rod 36 of the emergency brake system are the gears 38 and 38 which engage the-worms 39 and 39*, the first of which is' carried by the last section of the service brake rod 8. j The rear end of the brake rod 8 has a portion with right and left hand threads which threads engage the ends of the brake shoe 40, so that by turning the rod 8 in a counter. clockwise manner the brake shoes of the car are contracted over the brake drums. The brake rod 8 has no longitudinal movement but can rear wheel and is supported in the bracket 11 which extends fromthe sidel" of the car.

structure for the service brake system. In these figures the service brake system rod 41 is turned not by the ratchet 16 attached to the pedal 15 when the same is depressed as shown in the other figures of the drawings,

butby pushing the pedal 42 forward. The

pedal 42 is pivotally mounted on a projection 43 attached to the side frame 1 of the car. Between the pivotalmount of the pedal and the enlarged head on which the operator places his or her foot. to apply the brake, there is attached to the pedal. by the bolt 44, a member45. This member 45 is hollowthrough its greater part and is internally threaded. Corresponding companion grooves are on the brake rod 41 which penetrates the member 45. The brake rod 41 is supported by and is .free to turnwithinthe brackets In Figures 10 and 11, I show a-modified 16 attached to the automobile side frame 1. In this modified form I repeat again that the turning action of the brake rod ll is accomplished through the forward movement of the member 45 which moves forward when the brake pedal 42 moves forward through effort of the operator. Except for the above, the mechanism shown in the Figures 10 and 11 is identical with the service brake system shown in the other drawings and it is contemplated that this form of service brake can be used in connection with the emergency brake system disclosed in the other figures of the drawings. The spring 47, one end of which is attached to the car frame tends to hold the foot pedal 42 in an upright position as shown in Figure 10, but the effort of this spring is overcome when the operator of the automobile pushes the pedal down and forward as is done in driving the ordinary automobile.

The purpose of the spring 18 shown in Figure 3 and the spring 47 shown in Figure 10 is to release the brakes when through the service brake system the same have been applied by force exerted by the foot of the operator on the foot pedals designated as 15 and 42 in the figures just above referred to.

The application of the brakes through the service brake system does not move the handle actuator 21 for the emergency brake system because the same is disengaged from the braking system when the latch 2a is up so that the tubular member 22 and the notches 24: carried on the lower end thereof are not engaged by the pin 25 in the rod 23 of the emergency brake system. I have shown that the service brake system does not affect the actuator for the emergency brake system and that the brakes will be released when the operator ceases to place pressure on the actuator for the service brake system. Through the handle 21 the emergency brake system is actuated and the position of the brake shoes within the drums of theautomobile wheels is controlled. As stated before, the resistance of the gearing is such that the brakes are controlled by the position which the handle 21 is in.

The pitch of the threads in the worms and gears should be such that with the least movement of one the other enmeshing worm or gear moves a maximum amount.

Having thus described my invention, what I claim as new and desire to secure by Letters Patent is:

1. In a vehicle brake system, including guiding means for the vehicle, the combination of two means for manually applying the same brakes, said means comprising a handle carried from the guiding means of.

the vehicle and the other means comprising a foot actuated pedal with a tubular member having therein spiral threads, a rod controlling the position of the brakes, one end of which penetrates the said tubular member with grooves therein fitting into threads of the tubular member, whereby the rod is caused to turn on the forward movement of the foot pedal and the tubular member.

2. In a vehicle brake system, including guiding means for the vehicle, the combination of two manually operated means for applying the same brakes at different points with a latch at one of the points, for connecting and disconnecting the brakes from the manual operation at that point, a foot pedal having thereon a rack engaging a gear carried by a rod connected to the brakes of the vehicle whereby a downward movement of the foot pedal turns the rod and governs the position of the brakes of the vehicle, the other operating means being a handle adapted to be turned and carried by the means for guiding the vehicle and having thereon said latch for disengaging the handle so that the handle will not turn when the brakes are applied by the foot pedal.

In testimony whereof I afiix my signature.

WILLIAM RIBEKOF. v 

